Parts needed to change v6 T5 to V8
05-12-2003, 08:12 AM
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Car: 86 IROC
Engine: 350
Transmission: WC T5
Parts needed to change v6 T5 to V8
I have a V6 T5 trans and would like to rebuild. I want to change it to fit the V8. What parts are different. I know the input shaft is different, Is that it?
05-13-2003, 12:16 PM
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Car: 1992 Camaro RS
Engine: 350 TPI
Transmission: T5- manual five speed
lets assume you dont have enough money for a v8 trans but need the v6 t5 to match with the flywheel of a 350 tpi. what should i do with the clutch matching problems. the v8 is 23 splined and the v6 is 14. is there a clutch to match the two?
05-15-2003, 01:49 AM
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Car: 1991 Camaro RS
Engine: 350, Edelbrock Pro Flo efi
Transmission: T56
Axle/Gears: 4.10 on a torsen diff
McLeod has one, heard that centerforce may have one, Medatronics (www.gearzone.com) definitely has one
05-15-2003, 11:51 PM
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Car: 1992 Camaro RS
Engine: 350 TPI
Transmission: T5- manual five speed
thanks for the info. centerforce had a kit but it was way to much money. 400 bucks for the whole kit. medatronics has a clutch disc with the 14 spline v6 and it is 10.4" like the v8's. my next question is should a standard 10.4" pressure plate and throwout bearing work. those i could probably get cheaper around here. although the centerforce pressure plate sounds nice with centrifugal weights attached so there is more clamping force at higher rpms.
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05-16-2003, 08:23 PM
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Car: 1991 Camaro RS
Engine: 350, Edelbrock Pro Flo efi
Transmission: T56
Axle/Gears: 4.10 on a torsen diff
the standard pressure plate and throwout bearing work. I don't think you need a centerforce plate unless you're running a really powerful motor, and if you're running a really powerful motor, then a V6 T5 is seriously inadequate. I would just go with a stock pressure plate. (Wait a sec... I DID go with a stock pressure plate. 
) Just make sure if you get a used one that it isn't worn out or discolored or has heat cracks or broken springs or anything like that.
Also note: the V6 T5 has a much wider gear spread between 2nd and 3rd gear (e.g., the rpms drop more.) This tends to wear the third gear synchronizer more than a gear box with a closer gear spread (like the V8 T5). But first and second are a little bit deeper reduction, so you come out of the hole a little quicker.
) Just make sure if you get a used one that it isn't worn out or discolored or has heat cracks or broken springs or anything like that.Also note: the V6 T5 has a much wider gear spread between 2nd and 3rd gear (e.g., the rpms drop more.) This tends to wear the third gear synchronizer more than a gear box with a closer gear spread (like the V8 T5). But first and second are a little bit deeper reduction, so you come out of the hole a little quicker.
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